EP0149450A2 - Conditionneur d'air pour véhicules ferroviaires - Google Patents

Conditionneur d'air pour véhicules ferroviaires Download PDF

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Publication number
EP0149450A2
EP0149450A2 EP84890256A EP84890256A EP0149450A2 EP 0149450 A2 EP0149450 A2 EP 0149450A2 EP 84890256 A EP84890256 A EP 84890256A EP 84890256 A EP84890256 A EP 84890256A EP 0149450 A2 EP0149450 A2 EP 0149450A2
Authority
EP
European Patent Office
Prior art keywords
air
compartment
air supply
compartments
air conditioning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP84890256A
Other languages
German (de)
English (en)
Other versions
EP0149450A3 (en
EP0149450B1 (fr
Inventor
Herbert Ertl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alex Friedmann KG
Original Assignee
Alex Friedmann KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alex Friedmann KG filed Critical Alex Friedmann KG
Publication of EP0149450A2 publication Critical patent/EP0149450A2/fr
Publication of EP0149450A3 publication Critical patent/EP0149450A3/de
Application granted granted Critical
Publication of EP0149450B1 publication Critical patent/EP0149450B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00371—Air-conditioning arrangements specially adapted for particular vehicles for vehicles carrying large numbers of passengers, e.g. buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00742—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models by detection of the vehicle occupants' presence; by detection of conditions relating to the body of occupants, e.g. using radiant heat detectors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to an air conditioning system for railway vehicles with passenger compartments and an air supply to the compartments, the temperature of the fresh air supplied being sufficient for a certain degree of occupation of the compartments to reach the desired temperature in the compartments, and an additional heating controlled by a thermostat in each Compartment is provided which maintains the desired target temperature in the compartment when the number of compartments is reduced compared to the specified degree of occupation.
  • an amount of air that is independent of the occupancy is usually blown into the individual compartments. If the compartments are missing or only partially occupied, unnecessarily large amounts of air are blown into the compartments, which leads to unnecessarily high energy losses, since a correspondingly large amount of air has to be conditioned.
  • the aim of the invention is to provide an air conditioning system of the type mentioned, which is characterized by a simple structure.
  • a throttle device is provided in the air supply line of each compartment, which permits a continuous but limited reduction in the inflow cross section and this throttle device is operatively connected to the additional heating in such a way that when the additional heating is increased as a result of a reduction in the occupancy in the compartment, the outflow cross section the air supply line is throttled by a predetermined amount.
  • the additional heating is formed by electric radiators and the throttle device is formed by a bimetal controlled, the air supply line to the compartment more or less releasing throttle body.
  • the electric heating element is arranged in a recirculating air duct, which is preferably guided under the seat surfaces and opens into a duct that leads to the throttle device and leads to air outlet openings in the compartment, the two ducts in the mouth region being separated by a cross section L- shaped throttle body are separated.
  • the circulating air flow is moved by the ejector principle by the air flow flowing from the air supply into the channel leading to the air outlet openings.
  • the additional heater can also be formed by a second air supply, which is operated at a higher temperature. If the temperature in the compartment is too low, the second air supply is opened and at the same time the supply of air to the compartment from the first air supply is throttled.
  • the bimetal controlling the throttle element is exposed to the action of the electric radiator.
  • Another possibility of influencing the throttle element controlled via a bimetal is also to provide the bimetal with its own heating winding, which is controlled together with the additional heating.
  • Another embodiment of the invention is characterized in that the throttle element is controlled by a servomotor which is controlled by a control amplifier which processes the signals of a compartment temperature sensor and a temperature control device and which also controls the additional heating.
  • a control amplifier which processes the signals of a compartment temperature sensor and a temperature control device and which also controls the additional heating.
  • a pressure sensor is arranged in the air supply line to the individual compartments, which acts on the regulation of the air supply and, in the event of a pressure increase due to the throttling of the outflow into the compartments, the air flow through the throttling devices rate reduced. In this way it is prevented that the inflow of air to the other compartments changes if the air supply in one or more compartments is reduced due to a decreasing occupation in this or these compartment (s) and therefore there is an increase in pressure in the compartment air supply common to all compartments.
  • the air conditioning system is designed as a single-channel air conditioning system.
  • This has an air conditioning unit 7, which in the usual way comprises a filter F, an air heater Hz, an air cooler K and a fan and which is regulated as a function of an outside temperature sensor, not shown.
  • the air conditioned by the air conditioning unit 7 flows via the air supply line 1, in which the pressure sensor 22 is located, to the individual compartments 8, and from there via a throttle device 9 and a channel 10 to air outlet openings 11.
  • additional heaters designed as electric heaters 12 are arranged in the channels 10 and are controlled via electronic switches 13.
  • the throttle devices 9 essentially comprise a throttle valve 14 which is moved by an actuator 15 and is adjustable between a fully open position and a partially open throttle position.
  • the control device for each compartment 8 comprises a compartment temperature sensor 16 for detecting the temperature in the compartment, a temperature adjusting device 17 for specifying a target temperature, a control amplifier 18 connected to this on the input side and the other Output connected actuators, namely the servomotor 15 and the electronic switch 13.
  • a pulse generator 19 or a signal converter 20 are also interposed between the output of the control amplifier 18 and the electronic switch 13 or the servomotor 15.
  • the setpoint specified by the temperature control device is determined on the basis of the control of the conditioning of the air depending on the outside temperature with a certain degree of occupation, e.g. when fully occupied with the throttle device 9 fully open, the air supplied via the air supply line 1 in the compartment keeps it within predetermined tolerances. If the occupancy of the compartment now decreases, the temperature in the compartment drops after some time due to the lower heat radiation of the remaining users of the compartment. This leads to a positive output signal of the control amplifier 18, as a result of which the pulse generator 19 corresponds to pulse sequences corresponding to the output voltage of the control amplifier, e.g. outputs a similar to a phase control to the electronic switch 13 and ignites it in the rhythm of the incoming impulses and the electrical heating element 12 in pulses e.g. similar to a phase control with the power source.
  • the pulse generator 19 only emits pulses if the polarity of the output voltage of the control amplifier corresponds to a temperature below the setpoint in compartment 8.
  • the signal converter 20 also gives corresponding signals to the output voltage of the control amplifier 18 and their polarity, e.g. Pulses of corresponding polarity and frequency to the servomotor 15, which e.g. can be designed as a stepping motor, so that this moves the throttle valve 14 in the direction of "closing" in the case of a compartment temperature below the target temperature and thus reduces the air supply to the compartment, which results in considerable energy savings.
  • polarity e.g. Pulses of corresponding polarity and frequency
  • the control amplifier 18 supplies a corresponding output voltage with the polarity reversed from the first described case, so that the pulse generator 19 does not emit any pulses and therefore the auxiliary heater cannot operate, but the signal converter 20 does emit signals with the appropriate polarity and therefore the servomotor 15 and the throttle valve 14 moved towards the open position, whereby the increased air requirement is covered.
  • the control of the servomotor is shut down, so that the throttle valve 14 remains in its fully open position, even when the auxiliary heater is in operation.
  • the embodiment according to FIGS. 3 to 5 differs from the one described above only in that the Dros Sel Rhein 9 instead of a throttle valve 14 has a bar-shaped, cross-sectionally L-shaped throttle body 2, 15 bimetal strips 3 and 4 are provided for driving instead of an actuator.
  • the additional heater which in this case is also formed by electric radiators 12, is arranged in a circulating air duct 6 running under the windows, which opens into the duct 10 into which the air flowing out of the air supply 1 via the throttle device 9 flows and because of the ejector effect entrains the air from the air duct 6.
  • the heater 12 can also be controlled, as already explained with reference to FIG. 2, only that no servomotor is connected to the control amplifier.
  • the bimetallic strips 3 are connected at their one ends 3 'directly to the wall of the channel 10; the opposite ends 4 'of the bimetallic strips 4 are fastened to the throttle body 2 which is L-shaped in cross section.
  • the free ends of two bimetallic strips 3 and L are connected to one another via an intermediate piece 23, one L being exposed to the action of the heating element 12 and the other 3 to the conditioned air flowing out of the air supply line 1.
  • the outflow opening 21 of the air supply 1 is more or less opened.
  • the electric heating element 12 is activated, as already explained.
  • the bimetal strip 3 acting on the throttle element 2 is exposed to the heat radiation from the radiator 12 and bends in such a way that the outlet opening 21 covers more and the outflow cross section is reduced.
  • the bimetal strips 3 with heating windings which are controlled by the control amplifier 18 in a manner similar to the servomotor 15 according to FIG. 2.
  • the locations of the bimetallic strips can be influenced differently, so that a control characteristic as described with reference to FIG. 2 can be achieved.
  • the outflow cross section of the air supply line 1 can also be kept in the fully open state for the preheating operation.
  • the latter is mainly important for the preheating mode, in which we work with a much warmer air introduced via the air supply line than this is normally the case even at low outside temperatures.
  • the egg-metal strips 3 bend in the direction of the open position of the throttle element 2 and thus prevent the outlet cross section of the air supply line 1 from narrowing, even when the heating element 12 is switched on.
  • the bimetallic strips 3 and 4 are designed such that the bimetallic strips 3 are practically ineffective at the normal air temperatures in the air supply line 1, but the strips 3 overpress the strips 4 at the much higher temperatures usual in preheating mode.
  • a pressure sensor can be arranged in the air supply line, which acts on the valve holder of the air conditioning unit and thus for constant pressure conditions in the air supply line 1 worries.
  • the invention was only explained on the basis of a single-channel air conditioning system with additional electrical heating, it can also be used in two-channel air conditioning systems.
  • the additional duct is opened and the basic duct is closed or the ent is increased when there is an increased heat requirement due to a lower occupation of a compartment speaking outflow cross-sections, the control being carried out in such a way that the total amount of air flowing into the compartment is reduced.
  • the invention can also be used in cooling operation.
  • the air supplied via air supply line 1 or the basic duct in a two-duct system must be conditioned in such a way that it can bring a compartment with the occupancy assumed when designing the system to the desired temperature. If the cooling requirement drops due to a lower occupation, the missing amount of heat is applied by the additional heating, whereby the resulting reduction in air throughput results in considerable energy savings.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Air-Conditioning For Vehicles (AREA)
EP84890256A 1983-12-30 1984-12-27 Conditionneur d'air pour véhicules ferroviaires Expired EP0149450B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0458283A AT379995B (de) 1983-12-30 1983-12-30 Klimaanlage fuer ein eisenbahnfahrzeug
AT4582/83 1983-12-30

Publications (3)

Publication Number Publication Date
EP0149450A2 true EP0149450A2 (fr) 1985-07-24
EP0149450A3 EP0149450A3 (en) 1986-10-08
EP0149450B1 EP0149450B1 (fr) 1989-05-31

Family

ID=3565811

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84890256A Expired EP0149450B1 (fr) 1983-12-30 1984-12-27 Conditionneur d'air pour véhicules ferroviaires

Country Status (6)

Country Link
EP (1) EP0149450B1 (fr)
AT (1) AT379995B (fr)
DE (1) DE3478424D1 (fr)
ES (1) ES539173A0 (fr)
GR (1) GR82611B (fr)
YU (1) YU44887B (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2423014A1 (fr) * 2010-08-27 2012-02-29 Bombardier Transportation GmbH Véhicule relié à des rails, en particulier un véhicule ferroviaire et son procédé de fonctionnement
EP2457797A4 (fr) * 2009-07-22 2013-10-30 Mitsubishi Electric Corp Procédé de commande du conditionnement d'air d'un véhicule
WO2014131582A1 (fr) * 2013-02-28 2014-09-04 Siemens Aktiengesellschaft Système de climatisation pour un véhicule ferroviaire

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2308839B2 (de) * 1972-03-07 1976-07-01 Alex. Friedmann Kg, Wien Einkanal-klimaanlage fuer schienenfahrzeuge
AT334417B (de) * 1975-04-14 1976-01-10 Friedmann Kg Alex Einkanal-klimaanlage fur schienenfahrzeuge
AT340464B (de) * 1975-07-30 1977-12-12 Friedmann Kg Alex Klimaanlage fur schienenfahrzeuge

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2457797A4 (fr) * 2009-07-22 2013-10-30 Mitsubishi Electric Corp Procédé de commande du conditionnement d'air d'un véhicule
CN102470881B (zh) * 2009-07-22 2014-07-30 三菱电机株式会社 车辆用空调控制方法
US8892277B2 (en) 2009-07-22 2014-11-18 Mitsubishi Electric Corporation Vehicle air-conditioning control method
EP2423014A1 (fr) * 2010-08-27 2012-02-29 Bombardier Transportation GmbH Véhicule relié à des rails, en particulier un véhicule ferroviaire et son procédé de fonctionnement
WO2014131582A1 (fr) * 2013-02-28 2014-09-04 Siemens Aktiengesellschaft Système de climatisation pour un véhicule ferroviaire
RU2633610C2 (ru) * 2013-02-28 2017-10-13 Сименс Акциенгезелльшафт Система кондиционирования для рельсового транспортного средства

Also Published As

Publication number Publication date
ES8601773A1 (es) 1985-11-01
YU223984A (en) 1988-12-31
GR82611B (en) 1985-04-29
EP0149450A3 (en) 1986-10-08
ES539173A0 (es) 1985-11-01
ATA458283A (de) 1985-08-15
DE3478424D1 (en) 1989-07-06
YU44887B (en) 1991-04-30
EP0149450B1 (fr) 1989-05-31
AT379995B (de) 1986-03-25

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